Repairing and Maintaining our Streets
Multi Point Plan
Just doing the same thing and expecting better results does not make sense.
My five point plan is this:
1) Spray with polymer to increase the life of roads. This can achieve up to a seven year improvement.
2) Use new polymer materials for repair and replacement. There are many kinds, some are designed to be long lasting, heavy duty.
3) Reduce speed limit to 20 mph to reduce wear on the roads and improve safety (Portland City Council: “Twenty is plenty” People are twice as likely to die if hit at 25 mph as 20 mph)
4) Make town owned roads “no truck” roads to reduce wear, with certain exceptions (Such as Holly St and Railroad Ave, and with temporary permits)
5) Create a dedicated millage for road maintenance. Bonds should be for capital improvements not ongoing maintenance. Taxpayers don’t like taxes but are more amenable to dedicated purpose taxes when the purpose is clearly important.
Update: The 20 mph limit was actually passed by the Town Council, after about 5 years of my lobbying for it. It will help road wear, although the safety aspect is more important. It will also reduce damage to cars when the roads are below par. However, it's now 2026 and the town has not put up any signs to inform drivers of the new limit, even after four years!
We can find ways to encourage through traffic to use the state highways through town, which are separately maintained by the state and parish. One possibility is making the curve between Level St and Hwy 435 one way: north.
We can enforce the speed limits using modern technology to the extent that people who want to speed avoid our town.
This could include “Fines Doubled” traffic safety corridors in town.
We could consider using cobblestone or brick paving in the central, business and cultural area.
More Details Will Be Added
I am working on translating my broad concepts for better roads into detailed proposals for the town Council and Mayor to consider, and will continue to pester them about it during the open section of town Hall meetings even as a private citizen.
Be sure to scroll down!
Detailed Truck Ordinance
(It is structured in accordance with Louisiana Lawrason Act requirements (La. R.S. 33:406) and utilizes local regulatory powers granted under La. R.S. 32:41.)
TOWN OF ABITA SPRINGS, LOUISIANA ORDINANCE NO. ______
AN ORDINANCE AMENDING THE CODE OF ORDINANCES OF THE TOWN OF ABITA SPRINGS TO ESTABLISH DESIGNATED COMMERCIAL TRUCK ROUTES AND LOCAL STREET WEIGHT LIMITS; TO REQUIRE OVERWEIGHT AND SPECIAL USE PERMITS; TO MANDATE ROAD DAMAGE SECURITY BONDS AND MAINTENANCE AGREEMENTS; AND TO PROVIDE FOR PENALTIES AND ENFORCEMENT.
PREAMBLE
WHEREAS, the Board of Aldermen of the Town of Abita Springs finds that excessive weight from heavy commercial freight vehicles, bulk delivery tankers, and multi-axle trucks causes severe degradation, structural failure, and accelerated wear to municipal streets, drainage systems, and subsurface utilities; and
WHEREAS, under La. R.S. 32:41(A)(7), municipal authorities are empowered to prescribe designated truck routes and establish weight restrictions on municipal streets under their jurisdiction; and
WHEREAS, the Town seeks to preserve municipal road infrastructure, protect pedestrian safety, maintain local historic character, and ensure commercial operators bear the financial responsibility for extraordinary road damage they create.
ENACTING CLAUSE
BE IT ORDAINED by the Mayor and Board of Aldermen of the Town of Abita Springs, Louisiana, in legal session convened, that the Code of Ordinances of the Town of Abita Springs is hereby amended to add the following provisions:
SECTION 1. DEFINITIONS For the purposes of this ordinance, the following terms shall have the meanings ascribed to them: Commercial Freight Vehicle: Any motor vehicle, trailer, semi-trailer, or liquid fuel/bulk delivery tanker designed or used primarily for the transportation of property or commodities with a Gross Vehicle Weight Rating (GVWR) exceeding 26,000 pounds. Town Street: Any public thoroughfare, street, lane, avenue, or right-of-way maintained by the Town of Abita Springs, excluding designated State Highways. Designated Truck Route: Any public highway or designated municipal thoroughfare upon which continuous heavy commercial truck traffic is legally permitted.
SECTION 2. WEIGHT LIMITATIONS & DESIGNATED TRUCK ROUTES
A. Maximum Gross Weight Limit It shall be unlawful for any person to operate or drive any Commercial Freight Vehicle with a Gross Vehicle Weight Rating (GVWR) exceeding 20,000 pounds (10 tons) on any Town Street, except as otherwise provided herein.
B. Designated Truck Routes All Commercial Freight Vehicles traveling through or within the corporate limits of the Town of Abita Springs shall remain strictly upon state-designated corridors (LA Highway 36, LA Highway 59, and LA Highway 435).
C. Local Delivery Exception A Commercial Freight Vehicle exceeding 20,000 pounds GVWR may operate on restricted Town Streets solely for making a local delivery, service call, or pickup at a specific private residence or commercial establishment, subject to the following conditions: The vehicle must travel on Designated Truck Routes to the intersection nearest to its destination. The vehicle must use the shortest available route on Town Streets to reach its destination and immediately return to a Designated Truck Route upon completion.
D. EXEMPTIONS The weight restrictions set forth in this Section shall not apply to the following vehicles while actively performing official duties or public services: Emergency Vehicles: Fire department apparatus, law enforcement vehicles, ambulances, and emergency management equipment. Municipal & Public Works Vehicles: Vehicles owned, leased, or operated by or on behalf of the Town of Abita Springs engaged in street, drainage, water system, or public infrastructure repair and maintenance. Solid Waste & Sanitation Vehicles: Authorized municipal or contracted commercial vehicles actively engaged in scheduled solid waste, recycling, yard waste, or bulk trash collection within the corporate limits of the Town. Public Utility Maintenance Vehicles: Vehicles actively engaged in the emergency repair or maintenance of electric, gas, telephone, or cable utilities.
SECTION 3. OVERWEIGHT & SPECIAL USE PERMIT REQUIREMENTS
A. Permit Requirement Any commercial operator requiring continuous, repeated, or extraordinary travel over restricted Town Streets by vehicles exceeding the 20,000-pound limit must obtain a Special Use Heavy Haul Permit from the Town Municipal Clerk prior to commencement of operations.
B. Application & Fees Application: The permit application shall specify the vehicle description, gross weight, requested travel routes, frequency of trips, and estimated duration. Administrative Fee: A non-refundable permit fee of $150.00 shall be required for single trips, or $500.00 for an annual special use permit.
C. Operational Conditions The Town reserves the right to impose travel window restrictions (e.g., prohibiting movement during peak school zone or commuter hours) and specify designated ingress/egress corridors as conditions of permit issuance.
SECTION 4. ROAD DAMAGE SECURITY BOND & MAINTENANCE AGREEMENTS
A. Security Bond Requirement Before a Special Use Heavy Haul Permit is issued for repetitive commercial deliveries, heavy construction projects, or bulk fuel hauling on restricted Town Streets, the operator shall post a Road Damage Surety Bond or cash performance bond with the Town in an amount determined by the Town Engineer, but not less than $25,000.00.
B. Road Maintenance Agreement Operators subject to Subsection (A) shall execute a formal Heavy Haul Maintenance Agreement committing the permit holder to: Conduct a pre-haul joint inspection of the designated route with the Town Maintenance Department. Pay the full cost of repairing any pavement cracking, rutting, shoulder breakdown, or structural damage directly attributable to the permitted heavy vehicle traffic.
SECTION 5. ENFORCEMENT AND PENALTIES
A. Police Authority The Abita Springs Police Department and designated municipal law enforcement officers are authorized to enforce this ordinance, conduct vehicle weight inspections, and require drivers to produce bill-of-lading documents proving local delivery destinations.
B. Fines & Penalties Any driver, owner, or commercial firm violating any provision of this ordinance shall be guilty of a misdemeanor and, upon conviction, subject to the following penalties: First Offense: A fine of $250.00. Second and Subsequent Offenses: A fine of $500.00 per violation. Overweight Assessment: An additional civil penalty of $0.10 per pound in excess of the posted weight limit or permitted weight rating.
C. Stop Work and Impoundment Officers may issue an immediate Cease and Desist order halting unpermitted commercial hauling over restricted Town Streets until compliance and bonding requirements are satisfied.
SECTION 6. SEVERABILITY & EFFECTIVE DATE Severability: If any section, subsection, sentence, or clause of this ordinance is held unconstitutional or invalid, such decision shall not affect the validity of the remaining portions. Repeal: All ordinances or parts of ordinances in conflict herewith are hereby repealed. Effective Date: This ordinance shall become effective twenty (20) days following publication in the official journal of the Town of Abita Springs. Ordinance Introduced on: ____________________, 2026 Ordinance Adopted on: ____________________, 2026 Vote: YEAS: ____ | NAYS: ____ | ABSENT: ____ | ABSTAIN: ____ Town Clerk Mayor, Town of Abita Springs
MUNICIPAL INFRASTRUCTURE PILOT PROGRAM PROPOSAL
TO: Mayor and Board of Aldermen
FROM: Stewart Eastman
DATE: August 2026
SUBJECT: Pilot Program Proposal: Full-Depth Reclamation (FDR) with Polymer Base Stabilization for Three (3) Failing Street Blocks
1. Executive Summary & Problem Statement Our municipality faces a recurring infrastructure drain: traditional milling and asphalt overlay projects on chronically failing streets are failing prematurely, developing potholes, alligator cracking, and edge crumbling within 24 to 36 months.
The Root Cause Potholes and edge failures are rarely surface material failures; they are subgrade and base water-saturation failures. In areas with high water tables, heavy annual rainfall, and soft clay subgrades, water penetrates beneath the asphalt. Under heavy vehicle traffic, saturated subgrade soil shifts and flexes, causing the rigid asphalt above to crack, break away at the shoulder, and collapse.
The Proposed Solution: Rather than repeating the cycle of digging out crushed rock or applying temporary asphalt patches, we propose a three-block pilot program utilizing Full-Depth Reclamation (FDR) with Liquid Polymer Base Stabilization. FDR recycles 100% of the existing broken road material in place, blending it with a specialized liquid polymer binder. This creates a waterproof, flexible, structural base slab that resists soil movement, eliminates water penetration from below, prevents shoulder crumbling on narrow roads, and drastically reduces long-term maintenance costs.
2. Pilot Program Scope & Location Criteria To ensure a competitive bidding process and achieve economies of scale for contractor mobilization, this pilot will cover three (3) representative street blocks (~18 ft. wide × ~330 ft. long per block). Candidate Block Dimensions & Parameters Quantity: 3 Demonstration Street Segments Width: ~18 feet (Standard narrow residential lane) Length per Block: ~330 feet | Area per Block: ~5,940 sq. ft. Total Program Surface Area: ~17,820 sq. ft. (~1,980 sq. yards) Drainage Requirement: Existing roadside drainage ditches along the selected blocks must be clear and functional to ensure rapid water shedding off the stabilized road edge.
3. Technical Process: How FDR with Polymer Stabilization Works The pilot project will convert the three blocks through a four-step process executed over 3 to 4 consecutive working days: In-Place Pulverization: A specialized reclaimer machine chews up the existing failed asphalt, base rock, and top 2–4 inches of subgrade soil to a depth of 8 to 10 inches across two 9-foot passes. Liquid Polymer Injection: Through the reclaimer's computerized metering system, an eco-friendly liquid polymer emulsion (vinyl-acrylic/elastomeric cross-linking agent) is injected directly into the pulverized material. Moisture Barriers & Bonding: The polymer coats native soil and aggregate particles, bonding them into an elastomeric, hydrophobic (water-repellent) matrix. Compaction & Shaping: Heavy rollers compact the treated material to required density specs, crowned to shed water toward roadside ditches. Surface Wearing Course: A thin wearing layer—such as a Polymer-Modified Chip Seal (PMCRS) —is applied on top to protect against tire abrasion and maintain municipal street aesthetics.
4. Cost Comparison & Financial Projections (3-Block Scope)(Expanding the pilot from one block to three blocks lowers contractor mobilization overhead per square foot.)
Below is a side-by-side cost analysis comparing a traditional full-depth excavation/repave against the proposed FDR + Polymer Stabilization Pilot across the total 17,820 sq. ft. scope:
Project Phase
Option A: Traditional Excavation & Full Repave (17,820 sq ft)
Option B: Proposed FDR + Polymer Stabilization Pilot (17,820 sq ft)
Demolition & Haul-off $53,000 – $106,000 $0.00 (Reused 100% in-place) New Aggregate Base (Stone) $71,000 – $142,000 $18,000 – $35,000 (Minor corrective stone) Chemical/Polymer Stabilization $0.00 $53,000 – $89,000 Surface Wearing Course $89,000 – $178,000 (Hot-mix) $45,000 – $81,000 (Polymer Chip Seal )
Estimated Total Program CapEx $214,000 – $428,000 $116,000 – $205,000 Average Estimated Budget ~$320,000 ~$160,000
Projected Lifespan 10 – 15 Years 25 – 30 Years Annualized Cost / Year ~$21,300 / year ~$6,400 / year
Key Financial Takeaway:
The FDR Polymer process saves ~50% in initial capital expenditure compared to traditional repaving, while cutting the annualized long-term lifecycle cost by more than 60%.
5. Bidding & Contractor Strategy To ensure 3 to 5 competitive regional bids, the procurement will be structured as follows: Multi-Block Package: Bidding three 18-foot blocks (~17,820 sq. ft. total) provides sufficient project scale to attract regional earthwork and site-preparation contractors.
Additive Alternate Inclusion:
The proposal may be structured as an "Additive Alternate" within the town's upcoming routine street maintenance or drainage contract, allowing paving contractors already mobilized in the parish to bid on the work seamlessly.
Manufacturer Technical Support: Product specification sheets provided by regional polymer manufacturers will be included in the bid package to guide local contractors on application and equipment requirements.
6. Success Metrics & Monitoring Plan The Town Engineer and Public Works Department will track performance across the three test blocks over a 24-month monitoring period using three objective benchmarks: Deflection & Stiffness Testing: Light Weight Deflectometer (LWD) testing performed immediately after curing and at 12 and 24 months to confirm structural base load capacity. Edge Integrity & Visual Distress Index: Zero pothole formation, zero shoulder edge crumbling from vehicles riding near the grass lines, and minimal reflective cracking under heavy rain cycles. Subgrade Moisture Intrusion: Soil moisture checks to confirm zero water penetration beneath the stabilized base slab.
7. Recommended Resolution Motion for Council Consideration
"Motion to authorize the Town Director of Public Works and Town Engineer to identify three (3) candidate 18-foot wide street blocks for a Demonstration Road Stabilization Pilot using Full-Depth Reclamation (FDR) and Polymer Base Stabilization, and to prepare bid specifications for competitive contractor bidding for a total project budget not to exceed $200,000."